WO2005039947A1

WO2005039947A1 - Anti-lock brake control device and anti-lock brake system having the anti-lock brake control device

Info

Publication number: WO2005039947A1
Application number: PCT/JP2004/016098
Authority: WO
Inventors: Takahiro Ogawa
Original assignee: Bosch Corporation
Priority date: 2003-10-29
Filing date: 2004-10-29
Publication date: 2005-05-06
Also published as: EP1690766A1; JPWO2005039947A1; EP1690766A4; JP4702946B2; US20070273202A1

Abstract

An anti-lock brake system of a brake system having an interlocking brake in which a brake operating hydraulic pressure is transmitted to both front and rear wheels by one operating element (205) and capable of reducing, at low cost, uncomfortable brake operating feeling caused when braking beyond brake operating feeling on a driver is performed in operating the interlocking brake. While anti-lock brake control is performed on one of the front wheels and rear wheels in operating the interlocking brake, holding valves (24) and (21) for the other wheels are intermittently opened/closed to intermittently pressurize the wheels. Thus, the brake operating hydraulic pressure on the other wheels can be prevented from being suddenly boosted.

Description

Specification

Anti-lock brake control device, anti-lock brake system with anti-lock brake control device

Technical field

The present invention relates to an anti-lock brake control device for an automobile having two or more wheels and a motorcycle, and an anti-lock brake system including the anti-lock brake control device.

Background art

[0002] As a brake control device for a vehicle such as a motorcycle, when a braking force is applied to the wheels, the wheels lock and the vehicle slips when braking suddenly or when braking on a slippery road surface. An anti-lock brake system (ABS) is known that prevents the braking distance of the vehicle from being lengthened or the steering direction being unable to be controlled by the steering. The anti-lock brake system detects the rotation speed of the wheel during braking in response to braking by a constant brake operation, and based on the rotation speed, the cylinder of the wheel cylinder, which is the braking force applying means. By performing pressure increase / decrease control, brake control is performed so that the wheels do not lock.

[0003] Specifically, when the wheels are about to lock, control is performed to close the solenoid valves for holding the respective wheel cylinders to hold the respective cylinder pressures, and to reduce the pressure in the communication passage between the respective wheel cylinders and the reservoir. Opening the solenoid valve, sending a part of the brake working fluid from the master cylinder sent to the wheel cylinders to the reservoir, and reducing the brake working fluid pressure to each wheel cylinder, and a pressure reducing solenoid valve Is closed, the holding solenoid valve is opened, and pressurization is performed by the brake hydraulic fluid from the master cylinder sent to the wheel cylinder. To prevent. In addition, the brake hydraulic fluid sent to the reservoir is forcibly sent to the master cylinder under pressure by a pump.

[0004] By the way, the anti-lock 'brake' for motorcycles is a motorcycle braking system. In the system, for example, the wheel brakes mounted on the front wheels are configured to operate even if the front brake operation lever or the rear brake operation lever is operated. Is known (for example, see Patent Document 1). By operating the rear brake operation lever, the front brake and the rear brake can be operated at substantially the same time, and the brake operation in the driving operation can be simplified. A typical motorcycle anti-lock 'brake' system includes a master cylinder for a front brake and a master cylinder for a rear brake.

[0005] In the anti-lock 'brake' system for a motorcycle including the above-described interlocking brake device, two front wheel cylinders are arranged on the front wheels. Here, assuming that the two front wheel cylinders are a first front wheel cylinder and a second front wheel cylinder, the brake hydraulic fluid of the master cylinder for front brake is sent to the first front wheel cylinder of the front wheels. In addition, the brake hydraulic fluid of the rear brake master cylinder is sent to the rear wheel cylinder of the rear wheel and the second front wheel cylinder of the front wheel. As a result, unnatural brake braking as described below may occur during antilock brake control.

[0006] For example, suppose that the front wheels are likely to lock in a state where the front and rear wheels are braked by operating only the rear brake operation lever, and anti-lock brake control is performed on the front brakes. First, the anti-lock brake control closes the pressure holding valve of the second front wheel cylinder, shuts off the communication of the brake fluid from the rear brake master cylinder to the second front wheel cylinder, and releases the second front wheel cylinder. The cylinder pressure of the wheel cylinder is maintained so as not to be further increased. Then, while the cylinder pressure of the second front wheel cylinder is held, the pressure reducing valve of the second front wheel cylinder is controlled to open to reduce the cylinder pressure of the second front wheel cylinder, and the second front wheel The brake hydraulic fluid of the wheel cylinder is sent to the reservoir, and the cylinder pressure of the second front wheel cylinder is reduced. The brake hydraulic fluid sent to the reservoir is forcibly pumped to the rear brake master cylinder by a pump so that the brake hydraulic fluid of the rear brake master cylinder does not run short.

[0007] Then, the brake operation by the rear brake master cylinder is performed on the rear wheel cylinder. In addition to the hydraulic fluid pressure, the pressure of the brake hydraulic fluid that is forcibly pumped and sent to the rear brake master cylinder by the pump acts on the rear wheels, causing unexpected brake braking force on the rear wheels. become. In other words, if anti-lock 'brake control is performed on the front wheels while the driver keeps the rear brake operation lever operating at a constant level, a stronger braking force will be applied to the rear wheels. Therefore, a brake braking force stronger than the driver's brake operation feeling acts on the rear wheels, and accordingly, the anti-lock brake control is also performed on the rear wheels. As a result, brake braking beyond the driver's brake operation feeling is performed, and the driver may feel uncomfortable with the brake operation feeling.

[0008] As an example of a conventional technique for solving such a problem, a technique in which a delay valve (delay valve) is provided in a brake hydraulic fluid path between a master cylinder for a rear brake and a second front wheel cylinder is known. (For example, see Patent Document 2). The brake hydraulic pressure from the rear brake master cylinder is transmitted to the second front wheel cylinder by the delay valve with a certain delay, and anti-lock brake control is performed on the front wheels. Occasionally, the cylinder pressure of the second front wheel cylinder is reduced by a certain time with a delay, and as a result, the braking of the driver due to the braking operation beyond the driver's braking operation described above is performed. It is possible to reduce discomfort in the operation feeling.

Patent Document 1: JP-A-10-175533

Patent Document 2: Japanese Patent Application Laid-Open No. 2002-37043

Disclosure of the invention

Problems to be solved by the invention

[0010] However, in the above-mentioned conventional technology, since the delay lever is a very expensive component, the cost of the antilock brake system is greatly increased. was there.

The present invention has been made in view of such a situation, and an object thereof is to provide an anti-lock brake system of a brake system having an interlocking brake device! During operation, brake braking more than the driver's brake operation feeling is performed The aim is to reduce the discomfort of the brake operation sensation caused by the operation at low cost.

Means for solving the problem

[0011] In order to achieve the above object, a first aspect of the present invention is directed to a first brake control means provided in a first brake system and a second brake control means provided in a second brake system. Means, and a control device for controlling the first brake control means and the second brake control means, wherein the first brake control means and the second brake control means are in an operating state, and While the first brake control unit is performing the anti-lock brake control, the brake operation hydraulic pressure transmitted to the second brake control unit is intermittently increased by the control device. An anti-lock brake control device characterized in that:

[0012] Thereby, it is possible to reduce the discomfort of the brake operation feeling caused by the brake braking being performed more than the driver's brake operation feeling when the interlocking brake device operates, at a low cost.

[0013] A second aspect of the present invention is the anti-lock device according to the first aspect, wherein the intermittently pressurized brake working hydraulic pressure is dispersedly pressurized stepwise. · Brake control device.

[0014] In a third aspect of the present invention, in the first aspect or the second aspect, the intermittently pressurized brake working fluid pressure is set so that at least the first brake control means is an anti-inrush. An antilock / brake control device characterized in that the antilock / brake control is performed for a predetermined period of time during the execution of the brake control.

[0015] In a fourth aspect of the present invention, in the third aspect, in response to a control signal from the control device in accordance with an operation of an operator disposed in the first brake system and the second brake system. A hydraulic pressure unit including a control valve that operates in a predetermined manner, wherein the predetermined time period is a time period between the time when the antilock-brake control is started and the vehicle speed and the wheel speed of the wheel to be braked in the second brake system. An antilock / brake control device, characterized in that it is a time until the difference becomes less than a predetermined speed difference.

[0016] A fifth aspect of the present invention is directed to a first braking force application for applying a braking force to a first wheel. Means, a second brake force applying means for applying a brake force to the second wheel, and a second brake force transmitting means for transmitting the brake hydraulic pressure of the master cylinder, which is adjusted by the operation of the operation element, to the first brake force applying means. A first brake hydraulic pressure path, a second brake hydraulic pressure path for transmitting the brake hydraulic pressure of the master cylinder to the second braking force applying means by actuation of the operation element, and A first holding valve capable of opening and closing the brake working hydraulic pressure path, a second holding valve capable of opening and closing the second brake working hydraulic pressure path, the first brake force applying means, and a reservoir of the master cylinder. A first pressure reducing valve capable of opening and closing a communication path with the reservoir, a second pressure reducing valve capable of opening and closing a communication path between the second braking force applying means and the reservoir, and a brake hydraulic fluid for the reservoir. Master series Brake hydraulic fluid collecting means for returning the pressure to the damper, and a control device for controlling the operations of the first holding valve, the second holding valve, the first pressure reducing valve, the second pressure reducing valve, and the brake hydraulic fluid collecting means. An antilock 'brake control device comprising: a second wheel or a second wheel by the control device while the antilock' brake control is being performed on the first wheel or the second wheel. An intermittent opening / closing of the second holding valve or the first holding valve provided in the brake hydraulic pressure passage for transmitting the brake hydraulic pressure to the first wheel. Lock and brake control device.

[0017] In a sixth aspect of the present invention, in the first aspect or the fifth aspect, the anti-lock brake control device transmits the brake hydraulic pressure to both the front wheels and the rear wheels by one operator. The anti-lock brake control device is characterized in that it is mounted on a two-wheeled vehicle equipped with an interlocking brake device.

[0018] A seventh aspect of the present invention is an antilock brake system including the antilock brake control device according to any one of the first to sixth aspects.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

First, a motorcycle anti-lock 'brake' system according to the present invention will be described.

FIG. 1 is a schematic block diagram showing a system configuration of an antilock 'brake' system for a motorcycle according to the present invention. The basic structure of the motorcycle anti-lock / brake system 100 consists of a front wheel speed sensor 103, a rear wheel speed sensor 203, an ECU (electronic control unit) 101 as a "control device", and a hydraulic unit. 102, a front master cylinder 104, a rear master cylinder 204 (master cylinder), a first front wheel cylinder 134 that is a braking force applying means, and a second front wheel cylinder 136 (a first rake force) that is also a braking force applying means. And a rear wheel cylinder 234 (a second wheel cylinder as a second rake force applying means), which is also a braking force applying means.

[0021] The front wheel speed sensor 103 detects the teeth of the front wheel gear 132 (or those corresponding to the teeth of the front wheel gear such as a magnetic encoder) that rotates together with the front wheel 131 (first wheel). The one generating an AC signal having a frequency proportional to the rotation speed of the front wheel 131, or the like. Similarly, the rear wheel speed sensor 203 detects the teeth of the rear wheel gear 232 that rotates together with the rear wheel 231 (the second wheel), and thereby detects an alternating current having a frequency proportional to the rotation speed of the rear wheel 231. It is one that generates a signal or one that is equivalent.

[0022] The ECU 101 inputs an alternating signal transmitted from the front wheel speed sensor 103 and the rear wheel speed sensor 203 to calculate the wheel speed of the front wheel 131 and the rear wheel 231. An arithmetic block 111 having an arithmetic function for calculating a rate, a wheel acceleration / deceleration, a vehicle speed, and the like is provided. Also, the ECU 101 receives a slip ratio, a wheel acceleration / deceleration, and the like calculated by the calculation block 111, generates a control command for the brake pressure by logically combining them, and transmits the control command to the hydraulic pressure unit 102. It has 112. In addition, the ECU 101 checks and monitors the function of each component and the entire system, and if a defect occurs, alerts the driver using an alarm lamp 106 or an alarm buzzer (not shown). And a monitor block 113 having a system monitor function for stopping the antilock brake function and enabling normal brake operation.

[0023] The hydraulic unit 102 is disposed between the front master cylinder 104 and the rear master cylinder 204, and the first front wheel cylinder 134, the second front wheel cylinder 136, and the rear wheel cylinder 234. . The first front wheel cylinder 134 is The second front wheel cylinder 136 is provided on a front brake disk 135 serving as another "front wheel brake disk", and the second front wheel cylinder 136 is provided on a front brake disk 133 serving as a "wheel brake disk". The rear wheel cylinder 234 is disposed on a rear brake disc 233 as a "rear wheel brake disc".

[0024] The first front wheel cylinder 134 is provided with a first front brake operating hydraulic pressure, which is a brake hydraulic pressure of the front master cylinder 104, which is adjusted by a brake operation of a front brake lever 105 as a "front brake operator". Communicated via path 108. In the rear wheel cylinder 234, the brake operating hydraulic pressure of the rear master cylinder 204, which is adjusted by the brake operation of the rear brake lever 205 as a "rear brake operator", is supplied to the rear brake operating hydraulic pressure path 208 (second brake). (A hydraulic pressure path). Further, the brake operating hydraulic pressure of the rear master cylinder 204 is transmitted to the second front wheel cylinder 136 via the second front brake operating hydraulic pressure path 109 (first brake operating hydraulic pressure path).

[0025] By the brake operation of the front brake lever 105, the cylinder pressure of the first front wheel cylinder 134 increases and the front wheel brake operates. On the other hand, the brake operation of the rear brake lever 205 increases the cylinder pressure of the rear wheel cylinder 234 to operate the rear wheel brake, and simultaneously increases the cylinder pressure of the second front wheel cylinder 136 to operate the front wheel brake simultaneously. I do. The hydraulic pressure unit 102 is provided with an anti-lock device from the ECU 101 separately from the brake pressure applied to the front brake disk 133 by the brake operation of the front brake lever 105 and the brake pressure applied to the brake disk 233 by the brake operation of the rear brake lever 205. In response to the brake control command, the brake pressure of the front wheel 131 and the rear wheel 231 is increased or decreased.

FIG. 2 is a schematic configuration diagram of the hydraulic unit 102.

The hydraulic unit 102 includes a holding valve 11 as a “first front brake holding valve” capable of opening and closing the first front brake operating hydraulic pressure path 108, and a first front wheel cylinder 134 and a front master cylinder 104. A pressure reducing valve 12 as a “first front brake pressure reducing valve” capable of opening and closing a communication path with the reservoir 13. Holding valve 11 is normal It is an open (normally open) solenoid valve, and the pressure reducing valve 12 is a normally closed (normally closed) solenoid valve.

When the pressure reducing valve 12 is closed and the holding valve 11 is opened, the first front wheel cylinder 134 transmits the pressurized and depressurized brake operating fluid pressure of the front master cylinder 104 as it is. When the pressure reducing valve 12 is closed and the holding valve 11 is also closed, the pressure is held regardless of the brake hydraulic pressure of the front master cylinder 104.When the pressure reducing valve 12 is opened with the holding valve 11 closed, the front Regardless of the brake hydraulic fluid pressure of the master cylinder 104, the brake hydraulic fluid of the first front wheel cylinder 134 flows into the reservoir 13 and is reduced in pressure. The reservoir 13 temporarily stores the brake hydraulic fluid of the first front wheel cylinder 134 that has been depressurized by the pressure reducing valve 12.

[0028] The hydraulic unit 102 includes a holding valve 21 as a "holding valve (second holding valve) for the rear brake" capable of opening and closing the rear brake operating hydraulic pressure path 208, and the rear wheel cylinder 234 and the rear master cylinder 204. It has a pressure reducing valve 22 as a “rear brake pressure reducing valve (second pressure reducing valve)” capable of opening and closing a communication path with the reservoir 23. The holding valve 21 is a normally open (normally open) solenoid valve, and the pressure reducing valve 22 is a normally closed (normally closed) solenoid valve.

When the pressure reducing valve 22 is closed and the holding valve 21 is opened, the pressure of the brake hydraulic fluid of the rear master cylinder 204 is transmitted to the rear wheel cylinder 234 as it is. When the pressure reducing valve 22 is closed and the holding valve 21 is also closed, the pressure is held regardless of the brake operating fluid pressure of the rear master cylinder 204. When the pressure reducing valve 22 is opened with the holding valve 21 closed, the rear master Regardless of the brake hydraulic pressure of the cylinder 204, the brake hydraulic fluid of the rear wheel cylinder 234 flows into the reservoir 23 and is reduced in pressure. The reservoir 23 temporarily stores the brake hydraulic fluid of the rear wheel cylinder 234 that has been depressurized by the pressure reducing valve 22.

The hydraulic pressure unit 102 includes a holding valve 24 serving as a “second front brake holding valve (second holding valve) _” that can open and close the second front brake operating hydraulic pressure path 109, A pressure reducing valve 25 as a "second front brake pressure reducing valve (first pressure reducing valve)" capable of opening and closing a communication path between the front wheel cylinder 136 and the reservoir 23 of the rear master cylinder 204. The holding valve 24 is a normally open (normally open) solenoid valve, and the pressure reducing valve 25 is a normally closed (normally closed) solenoid valve. When the pressure reducing valve 25 is closed and the holding valve 24 is opened, the second front wheel cylinder 136 transmits the pressurized and depressurized brake operating fluid pressure of the rear master cylinder 204 as it is. When the pressure reducing valve 25 is closed and the holding valve 24 is also closed, the pressure is held regardless of the brake hydraulic pressure of the rear master cylinder 204.In a state where the pressure reducing valve 25 is opened with the holding valve 24 closed, Regardless of the brake hydraulic fluid pressure of the rear master cylinder 204, the brake hydraulic fluid of the second front wheel cylinder 136 flows into the reservoir 23 and is reduced in pressure. In the reservoir 23, the brake working fluid of the second front wheel cylinder 234, which is reduced in pressure by the pressure reducing valve 25, is temporarily stored.

[0032] The hydraulic unit 102 pressurizes the brake fluid in the reservoir 13 of the front master cylinder 104 back to the reservoir tank 107 (Fig. 1) of the front master cylinder 104, and brakes the reservoir 23 of the rear master cylinder 204. It has a circulating pump 32 as `` brake hydraulic fluid recovery means '' and a DC motor 31 as a driving force source for the circulating pump 32, which pressurizes and returns the fluid to the reservoir tank 207 (FIG. 1) of the rear master cylinder 204. ing. The DC motor 31 operates the recirculation pump 32 by rotating the eccentric cam. During anti-lock brake control, the recirculation pump 32 sucks the brake fluid in the reservoir 13 and pressurizes it back to the reservoir tank 107 (Fig. 1) of the front master cylinder 104, and sucks the brake fluid in the reservoir 23. To the reservoir tank 207 of the rear master cylinder 204 (Fig. 1)

[0033] The six solenoid valves of the holding valve 11, the holding valve 21, the holding valve 24, the pressure reducing valve 12, the pressure reducing valve 22, and the pressure reducing valve 25, and the DC motor 31 are referred to as an "anti-lock brake control device". As controlled by the control block 112 (FIG. 1) of the ECU 101.

The ECU 101 controls the opening and closing of the holding valve 11 and the pressure reducing valve 12 to adjust the cylinder pressure of the first front wheel cylinder 134 so that the front wheel 131 does not lock S, so that the holding valve 24 and the pressure reducing valve 25 are connected. The cylinder pressure of the second front wheel cylinder 136 is adjusted by opening and closing control, and the cylinder pressure of the rear wheel cylinder 234 is adjusted by opening and closing the holding valve 21 and the pressure reducing valve 22 so that the rear wheel 231 is not locked. Thus, the antilock / brake control for the front wheel 131 and the rear wheel 231 is executed.

[0034] The motorcycle anti-lock 'brake' system 100 having such a configuration is usually During the brake control, all the solenoid valves are in a non-energized state. That is, the holding valve 11, the holding valve 21, and the holding valve 24 are in an open state, and the pressure reducing valves 12, 22, and 25 are in a closed state. The brake hydraulic pressure generated by the front master cylinder 104 during the brake operation of the front brake lever 105 is transmitted to the first front wheel cylinder 134 via the first front brake hydraulic pressure path 108. When the brake is released by the brake operation of the front brake lever 105, the brake hydraulic fluid of the first front wheel cylinder 134 returns to the front master cylinder 104 via the first front brake hydraulic pressure path 108.

[0035] The brake hydraulic pressure generated by the rear master cylinder 204 during the brake operation of the rear brake lever 205 is transmitted to the rear wheel cylinder 234 via the rear brake hydraulic pressure path 208, The power is transmitted to the second front wheel cylinder 136 via the front brake hydraulic pressure path 109. When the brake is released by the brake operation of the rear brake lever 205, the brake hydraulic fluid of the rear wheel cylinder 234 returns to the rear master cylinder 204 via the rear brake hydraulic fluid path 208, and the second front brake hydraulic fluid The brake fluid in the second front wheel cylinder 136 returns to the rear master cylinder 204 via the path 109.

The ECU 101 performs the following control during anti-lock brake control to prevent the front wheel 131 and the rear wheel 231 from being locked. First, a description will be given of the case where the brake is operated only by the front brake lever 105.

When the front wheel 131 is about to be locked during the brake operation of the front brake lever 105, the holding valve 11 and the pressure reducing valve 12 are energized under the control of the ECU 101. The holding valve 11 changes from the normally open state to the closed state, and the pressure reducing valve 12 changes from the normally closed state to the open state. When the holding valve 11 is closed and the pressure reducing valve 12 is opened, the brake hydraulic pressure of the front master cylinder 104 and the cylinder pressure of the first front wheel cylinder 134 are shut off. The cylinder pressure of the first front wheel cylinder 134 is reduced through the pressure reducing valve 12 and the brake working fluid is temporally stored in a reservoir 13 ^^. At this time, the DC motor 31 is also energized at the same time, and the brake hydraulic fluid temporarily stored in the reservoir 13 is sucked by the reflux pump 32 and returned to the front master cylinder 104. And the first freon The cylinder pressure of the wheel cylinder 134 is controlled to be reduced while being completely separated from the brake operating fluid pressure of the front master cylinder 104.

When the cylinder pressure of the first front wheel cylinder 134 is optimized, the control of the ECU 101 turns off the power supply to the pressure reducing valve 12, and the pressure reducing valve 12 is closed. When the pressure reducing valve 12 is closed, the cylinder pressure of the first front wheel cylinder 134 and the reservoir 13 are cut off, and the cylinder pressure of the first front wheel cylinder 134 is maintained. That is, when both the holding valve 11 and the pressure reducing valve 12 are closed, the cylinder pressure of the first front wheel cylinder 134 becomes the brake hydraulic pressure that is controlled to be held by the ECU 101, and the brake operation of the front brake lever 105 is performed. Thus, the pressure becomes the independent state separated from the brake operating fluid pressure of the front master cylinder 104 pressurized.

When the pressure of the first front wheel cylinder 134 needs to be increased, the power supply to the holding valve 11 is turned off under the control of the ECU 101, and the holding valve 11 is opened. When the holding valve 11 is opened, the brake operating fluid pressure of the front master cylinder 104 and the cylinder pressure of the first front wheel cylinder 134 communicate with each other, and the state becomes the same as that during normal braking. The cylinder pressure of the first front wheel cylinder 134 is increased by the brake operating fluid pressure of the front master cylinder 104 pressurized by the brake operation of the front brake lever 105.

Next, a description will be given of a case where only the rear brake lever 205 is operated by a brake.

As described above, the brake hydraulic pressure of the rear master cylinder 204, which is adjusted by the brake operation of the rear brake lever 205, is transmitted to the rear wheel cylinder 234 via the rear brake hydraulic pressure path 208, The power is transmitted to the second front wheel cylinder 136 via the second front brake hydraulic pressure path 109. Therefore, the brake operation of the rear brake lever 205 increases the cylinder pressure of the rear wheel cylinder 234 to operate the rear wheel brake, and simultaneously increases the cylinder pressure of the second front wheel cylinder 136 to operate the front wheel brake.

Therefore, first, in a state where the front wheel 131 and the rear wheel brake are operating simultaneously by the brake operation of the rear brake lever 205, the second front wheel cylinder 136 anti-lock 'brake system The control will be described with reference to FIG.

[0042] FIG. 3 is a timing chart of the anti-lock brake control when the front wheel 131 is about to be locked in a state where the front wheel brake and the rear wheel brake are operating at the same time. 5 is a first embodiment of a curve and a wheel speed curve with respect to a vehicle body speed.

The symbol ABS (CB) in the timing chart is the anti-lock for the second front wheel cylinder 136.This is the timing of the brake control, and the ON state indicates that the anti-lock brake control for the second front wheel cylinder 136 is executed. It is in the state that it is. The symbol EV (RW) is a timing for controlling the opening / closing of the holding valve 21 disposed in the rear brake hydraulic pressure path 208.In the open state, the rear master cylinder 204 and the rear wheel cylinder 234 communicate with each other. State.

[0043] Regarding the change curve of the brake operating fluid pressure, the curve indicated by the symbol RW is the cylinder pressure of the rear wheel cylinder 234, the curve indicated by the symbol RM is the brake operating fluid pressure of the rear master cylinder 204, The curve indicated by reference numeral CB is the cylinder pressure of the second front wheel cylinder 136.

[0044] In the wheel speed curve with respect to the vehicle speed, the straight line indicated by the reference sign ST is the vehicle speed, the curve indicated by the reference sign F is the wheel speed of the front wheel 131, and the curve indicated by the reference sign R is the curve of the rear wheel 231. Wheel speed.

When the front wheel 131 is about to be locked during the brake operation of the rear brake lever 205, the holding valve 24 and the pressure reducing valve 25 are energized by a control signal from the ECU 101. The holding valve 24 changes from the normally open state to the closed state, and the pressure reducing valve 25 changes from the normally closed state to the open state. When the holding valve 24 is closed and the pressure reducing valve 25 is opened, the brake operation hydraulic pressure of the rear master cylinder 204 and the cylinder pressure of the second front wheel cylinder 136 are shut off. The cylinder pressure of the second front wheel cylinder 136 is reduced by the brake hydraulic fluid being temporally stored in the reservoir 23 via the pressure reducing valve 25.

At this time, the DC motor 31 is also energized at the same time, and the brake hydraulic fluid temporarily stored in the reservoir 23 is sucked by the reflux pump 32 and returned to the rear master cylinder 204. The cylinder pressure of the second front wheel cylinder 136 is Pressure reduction control is performed in a state completely separated from the brake hydraulic pressure of 04.

When the cylinder pressure of the second front wheel cylinder 136 is optimized, the power to the pressure reducing valve 25 is turned off by the control signal from the ECU 101, and the pressure reducing valve 25 is closed. When the pressure reducing valve 25 is closed, the cylinder pressure of the second front wheel cylinder 136 and the reservoir 23 are shut off, and the cylinder pressure of the second front wheel cylinder 136 is maintained. In other words, when both the holding valve 24 and the pressure reducing valve 25 are closed, the cylinder pressure of the second front wheel cylinder 136 becomes the brake operating fluid pressure controlled and held by the ECU 101, and is increased by the brake operation of the rear brake lever 205. The brake operation hydraulic pressure of the rear master cylinder 204 is in an independent state separated therefrom.

When the pressure of the second front wheel cylinder 136 needs to be increased, the power supply to the holding valve 24 is turned off by the control signal from the ECU 101, and the holding valve 24 is opened. When the holding valve 24 is opened, the brake working fluid pressure of the rear master cylinder 204 and the cylinder pressure of the second front wheel cylinder 136 communicate with each other, and the state becomes the same as that during normal braking. The cylinder pressure of the second front wheel cylinder 136 is increased by the brake operating fluid pressure of the rear master cylinder 204 pressurized by the brake operation of the rear brake lever 205.

As described above, the ECU 100 controls the cylinder pressure of the second front wheel cylinder 136 by controlling the opening and closing of the holding valve 24 and the pressure reducing valve 25 during the brake operation of the rear brake lever 205, Control is performed so that the front wheel 131 does not lock. While the holding valve 24 is closed and the pressure reducing valve 25 is opened to control the cylinder pressure of the second front wheel cylinder 136, the second front wheel is controlled via the pressure reducing valve 25 that is controlled to open. The brake hydraulic fluid of the wheel cylinder 136 is sent to the reservoir 23, and the brake hydraulic fluid sent to the reservoir 23 is sucked by the recirculation pump 32 and sent under pressure to the rear master cylinder 204.

As a result, the pressure of the brake hydraulic fluid that is pressurized and sent out to the rear master cylinder 204 by the recirculation pump 32 is applied to the second front brake hydraulic fluid pressure path 109 and the rear brake hydraulic fluid pressure path 208. The brake working fluid pressure of the rear master cylinder 204, which is pressurized by the brake operation of the rear brake lever 205, An increase will occur (reference RM in Figure 3).

At this time, the cylinder pressure (symbol CB) of the second front wheel cylinder 136 is controlled by the ECU 100 to control the opening and closing of the holding valve 24 and the opening and closing of the pressure reducing valve 25 by controlling the pressure reduction, the hold control, and the pressurization control. Then, control is performed such that the speed difference between the vehicle body speed (symbol ST) and the wheel speed of the front wheel 131 (symbol F) is equal to or less than a certain speed difference. On the other hand, the cylinder pressure (symbol RW) of the rear wheel cylinder 234 is controlled by the ECU 100 to repeatedly execute the opening and closing control of the holding valve 21 at a predetermined cycle, that is, the brake transmitted to the rear wheel cylinder 234. Since the hydraulic fluid pressure is intermittently pressurized (reference EV), the sudden increase in brake hydraulic fluid pressure of the rear master cylinder 204 (reference RM) is dispersed and pressurized stepwise at a predetermined cycle. Will go on.

As a result, when the brake of the rear brake lever 205 is operated, the front wheel 131 is anti-locked. The brake operation of the rear master cylinder 204 caused by the brake control is performed. Thus, it is possible to prevent the rear wheel cylinder 234 from being pressurized at once and the rear wheel 231 from being braked more than the driver's brake operation feeling.

[0050] Also, while the anti-lock brake control is being performed only on the second front wheel cylinder 136, the ECU 100 determines the speed between the vehicle speed (reference ST) and the wheel speed of the rear wheel 231 (reference R). At the stage where the difference is less than the predetermined speed difference (sign VS) (the predetermined time indicated by sign P), the opening and closing control of the holding valve 21 is repeatedly executed at a predetermined cycle, and the vehicle speed (sign ST ) And the wheel speed of the rear wheel 231 (sign R) is equal to or greater than a predetermined speed difference (sign VS), and the instantaneous force is also controlled by continuously controlling the antilock brake control of the second front wheel cylinder 136. (H), the holding valve 21 is held in the closed control state.

As a result, the difference between the driver's brake operation feeling for the rear wheel 231 and the actual brake braking force can be limited to a certain value or less. It can prevent you from feeling the power.

By setting the above-mentioned predetermined speed difference (symbol VS) to a speed difference smaller than the speed difference at which the anti-lock brake control is performed on the rear wheel 231, the second front wheel cylinder is set. The anti-lock brake control is performed on the rear wheel 231 even though the driver's brake operation state is constant while the anti-lock brake control is being performed only on the DA 136. Discomfort can be prevented. Further, the ratio between the open control time (reference P2) and the close control time (reference P1) of the hold valve 21 when the open control and the close control of the hold valve 21 are repeatedly executed at a predetermined cycle is determined by the vehicle speed. The opening and closing of the holding valve 21 can be controlled such that the cylinder pressure of the rear wheel cylinder 234 is increased at an optimum pressure increase rate by performing the variable control in accordance with the following equation.

That is, as described above, one embodiment of the anti-lock brake control device according to the present invention includes the first brake control means (the first wheel cylinder 136, the first wheel cylinder 136, 1 holding valve 24, 1st pressure reducing valve 25, reservoir 23, rear brake lever (operator) 205, 1st brake working fluid pressure path 109, etc.) and 2nd brake Brake control means (second wheel cylinder 234, second holding valve 21, second pressure reducing valve 22, reservoir 23, rear brake lever (operator) 205, second brake hydraulic pressure path 208, etc.) A control device 101 for controlling the first brake control means and the second brake control means, wherein the first brake control means and the second brake control means are in an operating state, and First brake control means anti-lock brake system While performing the by the control device 101, the brake hydraulic fluid pressure transmitted to the second brake control hand stage is adapted to be pressed intermittently pressurized.

Subsequently, when the rear wheel 231 is about to be locked in a state where the front wheel brake and the rear wheel brake are operating at the same time by the brake operation of the rear brake lever 205, the ECU 101 controls the rear front wheel cylinder 234 The anti-lock brake control will be described with reference to FIG. 2 and also to FIG.

FIG. 4 is a timing chart of the anti-lock brake control when the rear wheel 231 is about to lock in a state where the front wheel brake and the rear wheel brake are operating at the same time. A change curve and a wheel speed curve with respect to the vehicle body speed. The reference symbol ABS (RW) in the timing chart indicates the timing of anti-stick / brake control for the rear wheel cylinder 234. Anti-lock · The brake control is being executed. The symbol EV (CB) is an opening / closing control timing of the holding valve 24 provided in the second brake working hydraulic pressure path 109, and the rear master cylinder 204 and the second front wheel cylinder 136 Are in communication.

[0055] Regarding the change curve of the brake operating fluid pressure, the curve indicated by reference numeral RW is the cylinder pressure of the rear wheel cylinder 234, the curve indicated by reference numeral RM is the brake operating hydraulic pressure of the rear master cylinder 204, The curve indicated by reference numeral CB is the cylinder pressure of the second front wheel cylinder 136.

[0056] In the wheel speed curve with respect to the vehicle body speed, the straight line indicated by the symbol ST is the vehicle speed, the curve indicated by the symbol F is the wheel speed of the front wheel 131, and the curve indicated by the symbol R is the curve of the rear wheel 231. Wheel speed.

When the rear wheel 231 is about to be locked during the brake operation of the rear brake lever 205, the holding valve 21 and the pressure reducing valve 22 are energized under the control of the ECU 101. The holding valve 21 is normally opened and the pressure reducing valve 22 is opened from the normally closed state. When the holding valve 21 is closed and the pressure reducing valve 22 is opened, the brake working fluid pressure of the rear master cylinder 204 and the cylinder pressure of the rear wheel cylinder 234 are cut off. The cylinder pressure of the rear wheel cylinder 234 is reduced by the brake hydraulic fluid being temporally stored in the reservoir 23 via the pressure reducing valve 22. At this time, the DC motor 31 is also energized at the same time, and the brake hydraulic fluid temporarily stored in the reservoir 23 is sucked by the reflux pump 32 and returned to the rear master cylinder 204. Then, the cylinder pressure of the rear wheel cylinder 234 is controlled to be reduced while being completely separated from the brake working fluid pressure of the rear master cylinder 204.

When the cylinder pressure of the rear wheel cylinder 234 is optimized, the control of the ECU 101 turns off the power supply to the pressure reducing valve 22, and the pressure reducing valve 22 is closed. When the pressure reducing valve 22 is closed, the cylinder pressure of the rear wheel cylinder 234 and the reservoir 23 are cut off, and the cylinder pressure of the rear wheel cylinder 234 is maintained. That is, when both the holding valve 21 and the pressure reducing valve 22 are closed, the cylinder pressure of the rear wheel cylinder 234 becomes the brake operating fluid pressure controlled and maintained by the ECU 101, and is increased by the brake operation of the rear brake lever 205. Independently separated from the brake hydraulic pressure of the rear master cylinder 204 State.

When the pressure of the rear wheel cylinder 234 needs to be increased, the power supply to the holding valve 21 is turned off under the control of the ECU 101, and the holding valve 21 is opened. When the holding valve 21 is opened, the brake operating fluid pressure of the rear master cylinder 204 and the cylinder pressure of the rear wheel cylinder 234 communicate with each other, and the state becomes the same as that during normal braking. The cylinder pressure of the rear wheel cylinder 234 is increased by the brake operating fluid pressure of the rear master cylinder 204 pressurized by the brake operation of the rear brake lever 205.

As described above, when the brake of the rear brake lever 205 is operated, the ECU 100 controls the opening and closing of the holding valve 21 and the pressure reducing valve 22 to control the cylinder pressure of the rear wheel cylinder 234. Control not to lock. While the holding valve 21 is closed and the pressure reducing valve 22 is opened and the cylinder pressure of the rear wheel cylinder 234 is controlled to be reduced, the pressure of the rear wheel cylinder 234 is controlled via the controlled pressure reducing valve 22. The brake hydraulic fluid is sent to the reservoir 23, and the brake hydraulic fluid sent to the reservoir 23 is sucked by the recirculation pump 32 and sent to the rear master cylinder 204 under pressure.

As a result, the pressure of the brake hydraulic fluid that is pressurized and sent out to the rear master cylinder 204 by the recirculation pump 32 is applied to the second front brake hydraulic fluid pressure path 109 and the rear brake hydraulic fluid pressure path 208. As a result, a sudden increase in the brake hydraulic pressure of the rear master cylinder 204 in a state where the pressure is applied by the brake operation of the rear brake lever 205 occurs (reference numeral RM in FIG. 4).

At this time, the cylinder pressure (symbol RW) of the rear wheel cylinder 234 is controlled by the ECU 100 to control the opening and closing of the holding valve 21 and the opening and closing of the pressure reducing valve 22 so as to be reduced, controlled, and pressurized. Control is performed so that the speed difference between the vehicle body speed (symbol ST) and the wheel speed of the rear wheel 231 (symbol R) is equal to or less than a certain speed difference. On the other hand, the cylinder pressure of the second front wheel cylinder 136 (symbol CB) is held by the ECU 100 in the closed control state while the anti-lock brake control is being performed only on the rear wheel cylinder 234. (Symbol EV), the sudden increase in the brake working fluid pressure of the rear master cylinder 204 (symbol RM) is not pressurized but is maintained at the cylinder pressure at that time (stage indicated by the symbol H).

[0062] Accordingly, the anti-lock of the rear wheel 231 during the brake operation of the rear brake lever 205 is performed. • The brake operation of the rear master cylinder 204 caused by the brake control is performed. A sudden increase in the hydraulic pressure is applied to the second front wheel cylinder 136 in which the anti-lock brake control is not performed. It is possible to prevent the front wheel 131 from being braked more than the braking operation of the driver.

[0063] Further, by holding the holding valve 24 in the closed control state, the force at which the cylinder pressure of the second front wheel cylinder 136 cannot be further increased is applied to the braking of the front wheel 131 as described above. This can be performed by operating the front brake lever 104 to apply a brake to the first front wheel cylinder 134, so that a state where the front wheel 131 can be braked can be maintained.

[0064] In addition, while the anti-lock / brake control is performed only on the rear wheel cylinder 234, the ECU 100 holds the holding valve 24 in the closed control state, and then stops performing the antilock / brake control on the rear wheel cylinder 234. After a predetermined period of time (stage indicated by PE) from the point in time, the opening control and the closing control of the holding valve 24 are repeated at a predetermined cycle, and then the holding valve 24 is held in the open control state (EV). By repeating the opening control and the closing control of the holding valve 24 for a predetermined period of time at a predetermined cycle, the rear master cylinder 204 generated while the holding valve 24 is held in the closed control state (the stage indicated by reference sign H). A large pressure difference between the brake working fluid pressure of the second and the cylinder pressure of the second front wheel cylinder 136 can be gradually reduced in a predetermined cycle.

[0065] Accordingly, when the anti-lock brake control of the rear wheel cylinder 234 is not performed, the cylinder pressure of the second front wheel cylinder 136 pressurized by the brake operating fluid pressure of the rear master cylinder 234 is released. Can be gradually increased gradually. Therefore, when the anti-lock brake control of the rear wheel cylinder 234 is not performed, the cylinder pressure of the second front wheel cylinder 136 suddenly increases, which may give the driver an uncomfortable feeling of brake operation. Can be prevented.

Further, the ratio between the open control time (reference P2) and the close control time (reference P1) of the holding valve 24 when the opening control and the closing control of the holding valve 24 are repeatedly executed at a predetermined cycle is determined by the vehicle speed. The opening and closing of the holding valve 21 can be controlled such that the cylinder pressure of the rear wheel cylinder 234 is increased at the optimum pressure increase rate by performing variable control in accordance with the pressure. [0067] In this manner, in the anti-lock 'brake' system 100 for the motorcycle, when the rear brake lever 205 is braked, the rear wheel 231 is braked more than the driver feels. The uncomfortable feeling of the brake operation of the rear wheel 231 caused by the rear wheel 231 can be reduced without providing a delay valve (delay valve) in the rear brake hydraulic fluid path 208.

Further, as another embodiment, the anti-lock 'brake' system 100 for motorcycles described above and the anti-lock / brake control for only the second front wheel cylinder 136 are changed to When the anti-lock brake control of the front wheel cylinder 136 of No. 2 is stopped, the opening and closing control of the holding valve 21 is repeated at a predetermined cycle for a certain period of time, and then the holding valve 21 is held in the open control state. Things.

[0069] Fig. 5 is a timing chart of the anti-lock brake control when the front wheel 131 is about to be locked in a state where the front wheel brake and the rear wheel brake are operating at the same time. 7 is a second example of a curve and a wheel speed curve with respect to a vehicle body speed. Note that the reference numerals of the timing chart, the brake operating fluid pressure change curve, and the wheel speed curve with respect to the vehicle body speed are the same as those in FIG. 3, and therefore the description thereof is omitted, and the same parts as those in the first embodiment shown in FIG. The description of is omitted.

[0070] While the anti-lock brake control is being performed only on the second front wheel cylinder 136, the ECU 100 determines that the speed difference between the vehicle speed (reference ST) and the wheel speed of the rear wheel 231 (reference R) is small. At a stage (the time indicated by the symbol P) less than the predetermined speed difference (the symbol VS), the opening control and the closing control of the holding valve 21 are repeatedly executed at a predetermined cycle, and the vehicle speed (the symbol ST) and the rear speed are controlled. The stage in which the anti-lock brake control of the second front wheel cylinder 136 is continuously controlled from the time when the speed difference between the wheel 231 and the wheel speed (symbol R) is equal to or greater than a predetermined speed difference (symbol VS) ( In a symbol H), the holding valve 21 is held in a closed control state.

Then, the state force holding the holding valve 21 in the closed control state is also changed to the holding valve 21 for a certain period of time (a stage indicated by PE) when the antilock brake control of the second front wheel cylinder 136 is stopped. After the opening control and the closing control are repeated at a predetermined cycle, the holding valve 21 is held in the open control state (reference EV).

[0071] After holding the holding valve 21 in the closed control state, before opening the control state, the holding valve 21 is opened and closed. By repeating the control and the closing control in a predetermined cycle for a predetermined period of time, the brake hydraulic fluid of the rear master cylinder 204 generated while the holding valve 21 was held in the closed control state (the stage indicated by reference sign H). A large pressure difference between the pressure and the cylinder pressure of the rear wheel cylinder 234 can be gradually reduced in a predetermined cycle.

[0072] Accordingly, when the anti-lock brake control of the second front wheel cylinder 136 is stopped, the cylinder pressure of the rear wheel cylinder 234, which is pressurized by the brake operating fluid pressure of the rear master cylinder 204, is gradually increased. Can be raised slowly. Therefore, when the anti-lock brake control of the second front wheel cylinder 136 is not performed, the cylinder pressure of the rear wheel cylinder 234 rapidly increases, giving the driver an uncomfortable feeling of brake operation. Can be prevented.

Further, as another embodiment, the rear wheel cylinder 234 in a state where the anti-lock brake control for the second front wheel cylinder 136 shown in the first embodiment or the second embodiment is executed. Similarly to the control of the cylinder pressure of the second embodiment, the cylinder pressure of the second front wheel cylinder 136 in a state where the antilock brake control for the rear wheel cylinder 234 is being executed may be controlled.

It should be noted that the present invention is not limited to the embodiments described above, and various modifications are possible within the scope of the invention described in the claims, and it is to be understood that these modifications are also included in the scope of the present invention. Needless to say.

Industrial applicability

The present invention can be used in an anti-lock brake control device of an automobile and a motorcycle having two or more wheels, and an anti-lock brake system including the anti-lock brake control device according to the present invention. It is possible to bring about an effect. Brief Description of Drawings

FIG. 1 is a schematic block diagram showing a system configuration of an antilock / brake system for a motorcycle according to the present invention.

FIG. 2 is a schematic configuration diagram of a hydraulic unit according to the present invention.

[Fig. 3] Fig. 3 is a timing chart of the anti-lock brake control when the front wheel is about to lock when the front wheel brake and the rear wheel brake are operating simultaneously. FIG. 6 is a first embodiment of a change curve of a brake working fluid pressure of a section and a wheel speed curve with respect to a vehicle body speed.

[Fig. 4] Fig. 4 is a timing chart of the anti-lock brake control when the rear wheel is about to lock when the front wheel brake and the rear wheel brake are operating at the same time. It is a change curve and a wheel speed curve with respect to a vehicle body speed.

[Fig. 5] Fig. 5 is a timing chart of antilock brake control when the front wheels are about to lock when the front wheel brakes and the rear wheel brakes are operating at the same time. 10 is a second embodiment of a change curve and a wheel speed curve with respect to a vehicle body speed.

Claims

The scope of the claims

[1] First brake control means arranged in a first brake system, second brake control means arranged in a second brake system, the first brake control means and the second brake A control device for controlling the control means, wherein the first brake control means and the second brake control means are in an operating state, and the first brake control means performs anti-lock / brake control. During the operation, the brake operating fluid pressure transmitted to the second brake control unit by the control device is intermittently increased.

[2] The anti-lock brake control device according to claim 1, wherein the intermittently pressurized brake working fluid pressure is dispersedly pressurized stepwise.

[3] In claim 1 or 2, the intermittently pressurized brake working fluid pressure is at least as long as the first brake control means performs anti-lock brake control. An antilock / brake control device, which is performed at a predetermined time.

[4] The hydraulic pressure including a control valve according to claim 3, wherein the control valve operates in response to a control signal of the control device force in accordance with an operation of an operation element disposed in the first brake system and the second brake system. A speed difference between a vehicle speed and a wheel speed of a wheel to be braked in the second brake system after the antilock brake control is started is less than a predetermined speed difference during the predetermined time. Anti-lock 'brake control device, characterized by the time until.

[5] first braking force applying means for applying a braking force to the first wheel;

Second braking force applying means for applying a braking force to the second wheel;

A first brake hydraulic pressure path for transmitting the brake hydraulic pressure of the master cylinder, which is adjusted by the operation of the operation element, to the first brake force applying means;

A second brake hydraulic pressure path for transmitting the brake hydraulic pressure of the master cylinder to the second brake force applying means by actuation of the operation element;

A first holding valve capable of opening and closing the first brake hydraulic pressure path;

A second holding valve capable of opening and closing the second brake working fluid pressure path;

The communication path between the first braking force applying means and the reservoir of the master cylinder is opened. A first pressure reducing valve that can be closed;

A second pressure reducing valve capable of opening and closing a communication path between the second braking force applying means and the reservoir;

A brake hydraulic fluid recovery unit that pressurizes and returns the brake hydraulic fluid of the reservoir to the master cylinder;

A control device for controlling the operations of the first holding valve, the second holding valve, the first pressure reducing valve, the second pressure reducing valve, and the brake fluid collection means. hand,

While the anti-lock brake control is being performed on the first wheel or the second wheel, the brake for transmitting the brake hydraulic pressure to the second wheel or the first wheel is controlled by the control device. An anti-lock brake control device characterized by intermittently opening and closing the second holding valve or the first holding valve provided in the hydraulic pressure path.

[6] In claim 1 or 5, the anti-lock brake control device is mounted on a two-wheeled vehicle equipped with an interlocking brake device in which brake operating fluid pressure is transmitted to both a front wheel and a rear wheel by one operator. An anti-lock / brake control device characterized by the following.

[7] An antilock brake system comprising the antilock brake control device according to any one of claims 1 to 6.